Quote:
Originally Posted by MasterG
The real benefit of this line lies in the SW section, the others less-so IMO. Here is what I would propose as an adjustment to your plan:
Start at Quarry Park, then connect to Deerfoot Meadows- Chinook like you described. Quarry Park has significantly better prospects as a TOD and a dense enough node to generate ridership than anywhere else in that area.
Turn north at 37th Street vs. at Sarcee, including a Stop close as possible to MRU. This allows better connection to the actual population of the SW, Sarcee is an enormous right-of-way meaning that few people could walk to the station. Limited redevelopment potential as well compared to a 37th street alignment. This also allows for a Westbrook TOD development and the quicker transfer to the NW Hub of U of C, Foothills etc.
All other parts of the route seem to add limited benefit: no redevelopment potential in the curve-linear road networks of most of the far North and NW. Would be nice for sure, but there is no way to justify the Northern half at any point in the future I think.
Great ideas though!
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Agree with this .. Excellent idea overall for the long term (who knows how the City will look like 50 years from now) but that inner city SW portion would be the most benficial
Major stops starting at Quarry Park to Chinook, Rockyview Hospital, MRU would be most beneficial .. Maybe extending the line across the river to the Foothills hospital to reconnect with NW line
In the long term I hope they invest in more a streetcar type transit system to improve getting around the Beltline, East Village, and West Village so that there can be fewer buses to help other vehicles to get around while providing an efficient transit option for residents to get around the core
The density in the Beltline and core is really increasing so I feel like the City should start planning accordingly to reduce the need for personal vehicles while trying to improve transit efficiency in the area